Call AlpharettaInside Our German Auto Repair Facility
The Lifts, the Alignment Rack and the Dyno
Inside Our German Auto Repair Facility
The Lifts, the Alignment Rack and the Dyno
How three people started this in 2003 belongs on another page. This one is hardware. A lift you can stand under. A rack that measures thrust angle instead of eyeballing a steering wheel. A dynamometer bolted to the floor, in the same building as the tuning, fabrication and race work. Plenty of shops tune on a laptop in a parking lot and hope for the best; we would rather put the car on a roller, read the numbers and hand you the graph.
Quick Takeaways
- In-house Mustang dynamometer: 4WD and load-bearing, so it pulls 2WD and 4WD cars and plots boost and AFR against RPM.
- Alignment rack reading camber, caster, toe and thrust angle, including lowered and staggered setups.
- Fabrication bay welding all types of metal: roll cages, engine manifolds, a modern motor in a vintage chassis.
- Dealer-level scan equipment reading every module with factory software.
- Race data acquisition: AiM, Mustang MD, VBOX and Bluetooth logging, plus a licensed engineer.
Services & Repairs We Provide
Luxury Vehicles We Service
LOCATIONS ACROSS NORTHERN GEORGIA
Lifts and Bays Decide What a Shop Will Take On
Half the jobs on a German car are impossible from a floor jack. Subframe work, a transmission drop, downpipes, a rear main seal — each needs the car high enough for a technician to stand under it with two hands free. Height buys accuracy. Working blind on your back is how a torque spec gets skipped, and on an aluminium block a skipped spec is not a rounding error — it is a stripped thread, a warped mating face, and a job that has to come apart twice. A Sprinter 3500 and a Huracán come through these doors in the same week, asking different things of a doorway. Both fit.
The Alignment Rack Reads Angles a Tire Shop Never Looks At
Toe is the easy one. Camber, caster and thrust angle are where a European chassis actually goes wrong. A car that has been lowered, or curbed on a Buckhead parking deck, will read out of spec long before the steering wheel looks crooked. Numbers per corner. Before and after. Written down. Those cars get set up, not dropped into a factory window written for stock ride height. A printout full of green bars and a car that tracks straight at 75 are two different achievements.
The Mustang Dynamometer Turns Claims Into Numbers
Every tune here starts and ends with a pull. The dyno is a load-bearing 4WD Mustang unit, so an Audi with quattro or a 4Matic wagon gets measured properly instead of having its driven axles guessed at. Boost and air-fuel ratio get plotted against RPM while the car is held at steady load, which is road testing without the road. Baseline, upgrade, verify. Fuel gets calibrated for rather than assumed: 93, 100, 110, race gas and E85, plus nitrous and water-methanol setups. The file is a full ECU rewrite, not a piggyback intercepting sensor data on the way past.
The Fabrication Bay Makes the Part Nobody Sells
Some jobs have no catalog number. The bay welds all types of metal — roll cages, engine manifolds, a modern motor dropped into a vintage shell — work that starts as a sketch and a tape measure. Race prep runs from the same space, logging with AiM, Mustang MD, VBOX and Bluetooth tools so suspension, engine and driver data get graphed, not argued about. Licensed engineer on hand. Drag racing past 200 mph, Time-Attack, series road racing: different rulebooks, same bay. In September 2013 a shop-built B5 Audi S4 2.7 TT made 780 AWHP and averaged 149.83 mph over ten runs at Heaven’s Landing in Clayton, taking fastest four-door out of 157 entries.
Factory-Level Scan Software Traces a Fault to the Circuit
Guessing is the expensive way. Dealer-level scan software traces a fault to the module and the circuit, so nobody narrows a problem down by swapping parts and hoping the third one sticks. Live data. Guided fault-finding. Module scans on cars carrying dozens of control units, where one failed sensor throws four unrelated warnings and sends a guesser off in the wrong direction.
Frequently Asked Questions
Do you have your own dyno?
Yes, in-house: a load-bearing 4WD Mustang dynamometer. Baseline pulls, gain verification, boost and AFR logging and simulated road testing all run on it.
Can I see the shop before I book a repair?
Come by during weekday hours and ask at the counter. Seeing where a car will sit for two days settles most of the question.
Where does performance and fabrication work get done?
Tell us the job when you book and we confirm the shop. Ordinary repairs, maintenance and alignments are handled wherever you drop the car. The dyno, the fabrication bay and race prep sit under one roof, so performance work routes there.
Do you build roll cages?
Yes. Cages are regular work in the fab bay, alongside manifolds and engine swaps into older shells. Bring your series rulebook if the cage has to pass tech.
Can you align a car that has been lowered?
Yes, and it needs a setup rather than a factory alignment. Coilovers change camber and roll centre, so the numbers get chosen for the ride height it sits at now.
Schedule Service
Repairs, diagnostics and alignments start at any of the eight shops, weekdays 8:00 AM to 5:30 PM, while dyno work, tuning, fabrication and race prep get booked through the site. Say what the car already has on it. List year, model and mileage.
